The main engine of the PINE ISLANDS runs on fuel oil, and on diesel fuel for berthing manoeuvres, and the generators and auxiliary boiler use diesel fuel. The crew apparently had many problems with the diesel fuel for the generators during the first part of the voyage. All the diesel fuel that was loaded at Havana was burned, and as a result, no sample could be collected for analysis. There were some samples that had been collected when the fuel was loaded before departure, but as they had not been sealed and stored properly, they could not be used for analysis. Before departing the port of Havana, the PINE ISLANDS had lain idle for several weeks. The last few days were spent waiting for delivery of the fuel required for the voyage. It is apparently difficult to obtain spare parts in Cuba. Before the vessel left Havana, arrangements were made with a company in Montreal, Quebec, to order the parts required for the refit that was planned when the vessel arrived at her destination. However, the voyage was made in extreme conditions and the vessel was delayed by many breakdowns; she became disabled in the Gulf of St. Lawrence. During the repairs at Sydney, it was discovered that the steam cock used for cleaning the settling tanks and day tanks was open. The open cock allowed steam to be injected directly into the fuel. This explains why there was always water in the fuel and why the boiler used so much water. The crew apparently were not aware of this situation. All samples of fuel oil collected from the settling tanks and day tanks contained a significant quantity of water. Analysis of the samples revealed that the oil was of normal grade and contained moderately salty water. The fresh water came from the condensation of the steam injected into the tank via the steam cock that was left open. The source of the salt water could not be determined. When No. 4 double-bottom tanks, where the fuel oil was stowed for use on the voyage, were heated sufficiently to allow the contents to be transferred to the settling tanks, samples of the contents were collected. Analysis of these samples showed that the fuel oil was No.5 (heavy oil) or No.6 (Bunker C), and that it also contained water. Each sample of approximately 300ml contained about 20ml of partly saline water. The highest proportion of saline water was about one-third of the total volume of water. The openings of the air pipes for this double-bottom tank were examined and presented no defect. It is possible that a quantity of sea water entered No.4 double-bottom tank during the voyage, in light of the sea conditions encountered by the vessel. However, only a limited quantity of water could have entered via these openings since the vessel was in light condition and the main deck was relatively high above the water, and as a result, it would have been difficult to flood the openings of the air pipes to the double-bottom tanks. Since the diesel fuel carried in the bunkers had been used completely, no sample could be collected for analysis. The cause of the water contamination of the diesel fuel, even after the departure from Shelburne, could not be determined, although the tanks may have contained some water already and the purifiers were unserviceable. The inspection certificates of the PINE ISLANDS, all of which were valid, did not reflect the seaworthiness of the vessel. According to the list of items to be inspected prepared by the Registro cubano de buques, only a few items were due for late December 1996. This deadline allowed the vessel to sail from Cuba to Canada, and perhaps even return to Cuba, provided the vessel was not delayed too long. On adopting the International Safety Management Code in November 1993, the International Maritime Organization (IMO) invited the companies to put in practice a safety management system at all levels of the company, both on board ship and on shore. As the Code does not go into effect for bulk carriers until 1998, the IMO can only promote it at this time. Proper safety management ensures that a vessel is maintained in compliance with regulatory requirements. Some resupply and maintenance items can be difficult to obtain in Cuba.Analysis The main engine of the PINE ISLANDS runs on fuel oil, and on diesel fuel for berthing manoeuvres, and the generators and auxiliary boiler use diesel fuel. The crew apparently had many problems with the diesel fuel for the generators during the first part of the voyage. All the diesel fuel that was loaded at Havana was burned, and as a result, no sample could be collected for analysis. There were some samples that had been collected when the fuel was loaded before departure, but as they had not been sealed and stored properly, they could not be used for analysis. Before departing the port of Havana, the PINE ISLANDS had lain idle for several weeks. The last few days were spent waiting for delivery of the fuel required for the voyage. It is apparently difficult to obtain spare parts in Cuba. Before the vessel left Havana, arrangements were made with a company in Montreal, Quebec, to order the parts required for the refit that was planned when the vessel arrived at her destination. However, the voyage was made in extreme conditions and the vessel was delayed by many breakdowns; she became disabled in the Gulf of St. Lawrence. During the repairs at Sydney, it was discovered that the steam cock used for cleaning the settling tanks and day tanks was open. The open cock allowed steam to be injected directly into the fuel. This explains why there was always water in the fuel and why the boiler used so much water. The crew apparently were not aware of this situation. All samples of fuel oil collected from the settling tanks and day tanks contained a significant quantity of water. Analysis of the samples revealed that the oil was of normal grade and contained moderately salty water. The fresh water came from the condensation of the steam injected into the tank via the steam cock that was left open. The source of the salt water could not be determined. When No. 4 double-bottom tanks, where the fuel oil was stowed for use on the voyage, were heated sufficiently to allow the contents to be transferred to the settling tanks, samples of the contents were collected. Analysis of these samples showed that the fuel oil was No.5 (heavy oil) or No.6 (Bunker C), and that it also contained water. Each sample of approximately 300ml contained about 20ml of partly saline water. The highest proportion of saline water was about one-third of the total volume of water. The openings of the air pipes for this double-bottom tank were examined and presented no defect. It is possible that a quantity of sea water entered No.4 double-bottom tank during the voyage, in light of the sea conditions encountered by the vessel. However, only a limited quantity of water could have entered via these openings since the vessel was in light condition and the main deck was relatively high above the water, and as a result, it would have been difficult to flood the openings of the air pipes to the double-bottom tanks. Since the diesel fuel carried in the bunkers had been used completely, no sample could be collected for analysis. The cause of the water contamination of the diesel fuel, even after the departure from Shelburne, could not be determined, although the tanks may have contained some water already and the purifiers were unserviceable. The inspection certificates of the PINE ISLANDS, all of which were valid, did not reflect the seaworthiness of the vessel. According to the list of items to be inspected prepared by the Registro cubano de buques, only a few items were due for late December 1996. This deadline allowed the vessel to sail from Cuba to Canada, and perhaps even return to Cuba, provided the vessel was not delayed too long. On adopting the International Safety Management Code in November 1993, the International Maritime Organization (IMO) invited the companies to put in practice a safety management system at all levels of the company, both on board ship and on shore. As the Code does not go into effect for bulk carriers until 1998, the IMO can only promote it at this time. Proper safety management ensures that a vessel is maintained in compliance with regulatory requirements. Some resupply and maintenance items can be difficult to obtain in Cuba. The PINE ISLANDS started experiencing problems with the fuel on the first day of her voyage to Canada. Due to recurring engine failures, the vessel consumed much more diesel fuel than anticipated. The main and auxiliary engines were in poor condition. The weather was adverse for a large part of the voyage. The crew were unaware that fresh water was being injected into the settling tanks and day tanks via the steam cocks that were left open. Sea water contaminated the fuel, but the source of the contamination was not determined. Analysis of the samples of heavy oil taken from the double-bottom tanks revealed that the No.5 (heavy oil) or No.6 (Bunker C) fuel oil contained water. All the inspection certificates were valid, but they did not reflect the seaworthiness of the vessel.Findings The PINE ISLANDS started experiencing problems with the fuel on the first day of her voyage to Canada. Due to recurring engine failures, the vessel consumed much more diesel fuel than anticipated. The main and auxiliary engines were in poor condition. The weather was adverse for a large part of the voyage. The crew were unaware that fresh water was being injected into the settling tanks and day tanks via the steam cocks that were left open. Sea water contaminated the fuel, but the source of the contamination was not determined. Analysis of the samples of heavy oil taken from the double-bottom tanks revealed that the No.5 (heavy oil) or No.6 (Bunker C) fuel oil contained water. All the inspection certificates were valid, but they did not reflect the seaworthiness of the vessel. The PINE ISLANDS became disabled following multiple mechanical problems. Contributing to this precarious and dangerous situation were contaminated fuel, the poor condition of the main engine, an unserviceable generator, a defective auxiliary boiler, and other components in questionable condition, as well as adverse weather.Causes and Contributing Factors The PINE ISLANDS became disabled following multiple mechanical problems. Contributing to this precarious and dangerous situation were contaminated fuel, the poor condition of the main engine, an unserviceable generator, a defective auxiliary boiler, and other components in questionable condition, as well as adverse weather.